Knife crime out of court disposals

Susan Hall: For each year, Nov 16 to Oct 17, Nov 17 to Oct 18, Nov 18 to Oct 19, Nov 19 to Oct 20 and Nov 20 to Oct 21, how many out of court disposals were issued for knife crime, broken down by knife crime type, ethnicity and gender?

The Mayor: Please see attached the requested information. The supplied notes page should be read in conjunction with the data to aid in interpretation.
Knife crime offences are serious and should result in prosecution in all but the most exceptional circumstances. If there are any aggravated circumstances regarding the knife offence (e.g. gang-related, deliberate fear and violence caused), this must result in prosecution.

The Mayor: 4570_Knife crime out of court disposals (1).xlsx

TfL Advertising for HIV Treatment

Emma Best: Will you commit to providing free Transport for London advertising space to encourage HIV testing and up to date information about HIV?

The Mayor: I am committed to doing everything in my power to end new transmissions of HIV in London by 2030 with an 80 per cent reduction by 2025. This includes advocating for making PrEP more accessible and tackling the stigma around HIV which can stop people coming forward to get tested.
I was pleased to see that local authorities who commission “Do It London” have previously used the Transport for London (TfL) network to share their important message about HIV prevention and testing.My officers have considered this request for advertising space for HIV prevention and testing on the TfL network. However, unfortunately I am not in a position to offer further advertising space for free at this time as the Greater London Authority only has very limited allocated space on the TfL network and all our campaigns are already scheduled this year. I understand that TfL’s own allocation is also already taken up with other important transport campaigns in support of London’s recovery from the pandemic.
I will continue to promote this vital issue across other channels and platforms, including on my social media and in press comments.This not only includes promoting HIV testing, but important information about PrEP and U=U.My officers are in contact with the Terrence Higgins Trust to coordinate these activities. It is vital that we continue to work together across the city to share information that will help tackle the stigma that still sadly impacts those in our community living with HIV.
For details of the other actions I am taking, please see my response to MQ 2021/1940 and MQ 2021/2338.

Cryptocurrency Advertising (2)

Shaun Bailey: What are you doing to ensure that Cryptocurrency providers which you allow to advertise on the TfL network are safe and compliant to regulations?

The Mayor: Transport for London’s (TfL) media partners work with advertisers to ensure that all advertising copy complies with TfL’s advertising policy and the Advertising Standards Authority (ASA) regulations.
Cryptocurrency investment is an unregulated industry in the UK. TfL ensures that all cryptocurrency campaigns contain a disclaimer to state this, as required by the ASA and the Financial Conduct Authority (FCA), as well as a disclaimer stating that the value of your investment may fall. Since 2018, TfL has asked its media partners to refer all cryptocurrency advertising to it for review before it can run across its estate. In October, TfL also advised that all advertising from this sector would be declined if it fails to meet certain criteria.
TfLhaswritten to both the FCA and ASA urging for clarity and to encourage better regulation of cryptocurrency as the number of campaigns in this area continues to grow.TfL met with the ASA and FCA in December 2021 and continues to meet with them regularly in relation to cryptocurrency advertising. Moreover, TfL is closely monitoring cryptocurrency advertisement rulings from the ASA and stands ready to make adjustments to comply with any additional guidance or regulations.

Cryptocurrency advertising on the Transport for London network

Siân Berry: Thank you for your answer to my question 2021/2797. I have been very disappointed to see in recent weeks at least three new advertising campaigns for risky and unregulated investments in cryptocurrencies appearing on the transport network. Could you update me on progress in restricting these adverts from the Transport for London network? And, given the timing of these campaigns after your comments in response to my earlier question, can you seek reassurance that the media sales team involved has not been encouraging these advertisers on the basis that they may be restricted in future, as some kind of ‘last chance to advertise’?

The Mayor: Cryptocurrency advertising is a fast developing area, which is being carefully considered by the Financial Conduct Authority (FCA) and the Advertising Standards Agency (ASA). Transport for London needs to be cognizant of the work those specialist regulatory bodies are doing. TfL is closely monitoring cryptocurrency advertisement rulings from the ASA and stands ready to make adjustments to comply with any additional guidance or regulations.
Please see also to my response to Mayor’s Question 2021/4554.

Right To Buy Back

Leonie Cooper: Have either Merton or Wandsworth approached you for money from your Right To Buy Back fund which you established?

The Mayor: There have been discussions with both Merton and Wandsworth about the Right to Buy back fund, but no formal bid for funding yet.

Services from Forest Hill Station (2)

Len Duvall: What work is going on to ensure services between Forest Hill and London Bridge and London Victoria are restored as a priority?

The Mayor: As I also noted in my answer to 2022/0642, we know that residents in south London depend more on National Rail stations than elsewhere in London and do not receive the same level of service as elsewhere in the capital. My Deputy Mayor for Transport, Seb Dance, has written to Southern Railway and the Department for Transport to stress the importance of regular, reliable rail services in south London to help drive the capital’s sustainable recovery from the pandemic.
The ongoing effects of Covid-19 continue to impact the ability of train operating companies across the country to plan and operate their full timetables. However, I understand that Southern services between East Croydon and London Bridge, calling at all intermediate stations via Forest Hill, were restored on Monday 21 February. These will operate every 30 minutes all day. A small number of services operating between London Victoria and London Bridge via Forest Hill will also be reinstated from this date.

Electric Vehicle Numbers in London

Nicholas Rogers: Please give an estimate of the number of electric vehicles in London for every year as far back as records go.

The Mayor: The Department for Transport (DfT) publish quarterly statistics for plug-in cars and light goods vehicles[1] licensed at the end of quarter by upper and lower tier local authority in the United Kingdom from 2011[2].
Year
No. of plug-in Vehicles in London[3]
2011
1,576
2012
1,666
2013
1,983
2014
3,257
2015
5,581
2016
8,583
2017
13,896
2018
20,623
2019
32,425
2020
48,422
2021
69,172
[1] Plug-in vehicles are defined by the DfT as all models identified as being battery electric, plug-in hybrid electric, or range-extended electric.
[2] Table VEH0131 available at https://www.gov.uk/government/statistical-data-sets/all-vehicles-veh01#ultra-low-emissions-vehicles-ulevs
[3] Data taken from Q4 for each year, with the exception of 2021 which is Q3 as Q4 is not yet published

Cryptocurrency Advertising (1)

Shaun Bailey: How many forms of Cryptocurrency have been advertised on the TfL network since you became Mayor? Please list the companies, value of contract, number of adverts and length of time.

The Mayor: The TfL revenue from all cryptocurrency advertising campaigns and all trading platforms from 2018 until end September 2021 is set out in the table below. 2018 was the first year TfL requested to see all cryptocurrency bookings, prior to that any cryptocurrency advertising was not recorded as a separate category. The attached spreadsheet sets out the company, number of adverts carried and campaign duration for the same time period.
Year
Total Revenue from all cryptocurrency advertising campaigns and all trading platforms 2018-Q2 2021 (£)
2018/2019
444,361
2019/2020
165,023
2020/2021 (Q1-Q2)
215,861
TOTAL
825,245
It should also be noted that some of the campaigns will have featured non-cryptocurrency content, for example: ‘Etoro’ booked a campaign with four advert designs; two of which were for cryptocurrencies and the other two for stock investments. TfL’s media partners cannot split these campaigns into the relevant parts because they are booked as one campaign. Therefore, the whole campaign revenue has been included the table above.
Revenue generated from advertisements on buses is not included but the campaign details for bus campaigns are included in the attached spreadsheet.
It includes revenue for a campaign for Kraken which started in September 2021 and ran until December 2021.
Please see also to my response to Mayor’s Question 2021/4554.

The Mayor: 4553 Cryptocurrency advertising table.xlsx

Metropolitan Police response to anti-vax protests at hospitals and vaccination centres in London

Onkar Sahota: How many incidents have the Metropolitan Police responded to where ‘anti-vax’ campaigners have targeted and caused disruption to hospitals and vaccination hubs, since the rollout of the COVID-19 vaccination programme?

The Mayor: We are unable to answer this question in the way it has been requested.
The Metropolitan Police Service (MPS) do not flag for ‘anti-vax’ protests specifically. They deal with all incidents in relations to hospitals and vaccination hubs in line with their usual call out process.

Police custody and mental health

Onkar Sahota: Can you provide an update on discussions on the Metropolitan Police’s plans to limit the number of people ending up in police custody while going through a mental health crisis which also possibly include health workers and nurses accompanying police officers on certain patrols?

The Mayor: Under the Mental Health Act, police custody can only be used a place of safety to detain individuals in crisis under S.136. An Inspector must be satisfied that an individual is over 18 years of age and that their behaviour poses an imminent risk of serious injury or death. As far as is reasonably practicable, a healthcare professional must be present and available throughout the period in which the subject is detained at the police station. The review of the Mental Health Act by Sir Simon Wessely is likely to remove the use of police stations as places of safety in its entirety.
Data provided to the Home Office shows that during 2020-21 the MPS used custody suites as a place of safety 20 times, representing 0.4% of all S.136 detentions. I6 of those detentions involved the use of S.136 in the custody setting, after the individual had originally been arrested for a criminal offence. Custody was used as a place of safety, where an individual was detained under S.136 outside of a custody setting on only two occasions.
The MPS is currently working with the NHS to improve the treatment of individuals experiencing mental distress across London. Work is in progress, which aims to deliver improved access to crisis lines, increased use of London Ambulance Mental Health Cars and 24/7 access to clinical advice for police officers across London to reduce the use of S.136. In the interim, the MPS continues to work with Trusts at a local level to ensure the right agency is providing the best intervention at the right time. This includes police and MH nurses forming mobile Crisis Assessment Teams in South-East London. The aim is that wherever possible individuals experiencing mental ill-health are supported by Health Services and not the police.

Silvertown Road Tunnel impact monitoring

Siân Berry: The final documentation accompanying the Silvertown Road Tunnel Development Consent Order requires the monitoring of junctions at a range of London locations, in order to consider the impact of the scheme and plan suitable mitigation. Could you provide details of the current programme for this monitoring, and provide the wider mitigation programme’s assigned budget by financial year?

The Mayor: Transport for London’s (TfL’s) plans for monitoring and mitigation have been discussed with the Silvertown Tunnel Implementation Group (STIG) and, as you say, demonstrate TfL’s commitment to carefully monitoring the impacts of the Silvertown Tunnel scheme to ensure it delivers the significant planned benefits for Londoners. Further information is available in the STIG meeting papers, available at the link below. This includes the programme and key milestones for delivering mitigation. In summary, the monitoring has already commenced and will continue until at least three years following the tunnel opening, currently expected in 2025.
https://tfl.gov.uk/travel-information/improvements-and-projects/silvertown-tunnel-implementation-group
The annual totals assigned to Silvertown Tunnel monitoring and mitigation in TfL’s current draft budget are set out below.
2021-22
2022-23
2023-24
2024-25
2025-26

ANNUAL TOTALS (£k): 1,065
735
5,824
4,610
345

Pedal Confusion: Unintended Acceleration Incidents, June 2016 to present (2)

Keith Prince: Following up on the analysis of 6 years of data that it took 12 months for TfL to produce after question 2017/0043 was asked in January 2016, please provide me with an updated spreadsheet showing the same analysis for the period from June 2016 to the present without the inexplicable delay.

The Mayor: Transport for London (TfL) has provided the most up-to-date analysis of suspected Pedal Application Error (commonly referred to as pedal confusion) incidents that have resulted in a collision. This is comprised of incidents where investigations have concluded and covers the period April 2010 to the present.
This spreadsheet includes a column indicating how many people, if any, were injured as a result of these incidents. For each person injured, details on their age, gender and transport mode have been provided where known. Note that where an incident has caused an injury to more than one person, there are multiple rows present for that incident, one per injured person.
Using the definition outlined in Mayor’s Question 2022/0775, TfL identified 84 pedal confusion incidents for the period between April 2010 and July 2016. These incidents resulted in 35 injuries being sustained as a result of a collision.
For the period April 2010 to January 2022, 244 pedal confusion incidents were identified. These incidents resulted in 75 injuries being sustained as a result of a collision.
The increased presence of pedal camera technology across the bus fleet in recent years has enabled more reliable identification of incidents where pedal confusion was a factor.

The Mayor: 0776  Pedal Confusion- Unintended Acceleration Incidents June 2016 to present (2) attachment.xlsx

Setting up Autopay with TfL

Len Duvall: Constituents are raising concerns that the current system for setting up autopay is clunky and difficult to navigate, making it off-putting to use. How will TfL be improving its online system to make this more user friendly?

The Mayor: Auto Pay presents benefits to customers such as removing the risk to drivers of incurring a penalty for non-payment of the daily Congestion Charge, Low Emission Zone and Ultra Low Emission Zone (ULEZ) charges. There are currently almost 780,000 active Auto Pay and Fleet Auto Pay accounts. Since it was first introduced in 2011, the number of drivers and fleet operators registering for the service has increased progressively, particularly in the run up to and since ULEZ expansion on 25 October 2021 when over 134,500 new customers have signed up for Auto Pay.
Transport for London (TfL) aims to make the set up and use of all Road User Charging accounts as user-friendly as possible so that drivers and fleet operators can confidently manage their own accounts. As part of the planned relet of the current Road User Charging operations contract, TfL will undertake a review of all customer processes, including the Auto Pay registration process, to further enhance the customer experience.

Police GHB training

Caroline Russell: When did the Metropolitan Police Service (MPS) first become aware of the potential for the drug gamma-hydroxybutyrate (GHB) to be used non-consensually as an offensive weapon, and of the risk people using it as such may pose? When was consideration of the non-consensual use of GHB, or other drugs, as part of crime investigations introduced to MPS training?

The Mayor: The 2015 Report of the Independent Review into The Investigation and Prosecution of Rape in London by the Rt Hon Dame Elish Angiolini DBE QC documented the concerns of Chemsex and consolidated the need for training.
In the wake of the investigations of the tragic murders of Anthony Walgate, Gabriel Kovari, Daniel Whitworth and Jack Taylor, the Metropolitan Police conducted a thorough review of 58 deaths from GHB between June 2011 and October 2015. The first objective was to determine whether these were murders and GHB was used as an offensive weapon.
In order to better equip sexual offences investigators in identifying and dealing with victims of sexual assault who might be or have been under the influence of GHB, mandatory training was initiated in May 2016. Since then, the training of all new sexual offences investigators has included the course.

Speed Limit Reductions (1)

Neil Garratt: On 9th February TfL issued a press release entitled “TfL to launch 13.77km of new lower speed limit schemes to cut road danger across the capital and save lives”. Will you confirm whether this set of speed limit changes in particular, or speed limit changes in general, involve a process of liaising with bus operators to review timetables?

The Mayor: Transport for London (TfL) is in constant discussions with the bus operators on matters such as timetables to ensure they are safe and reliable, meet the needs of TfL and its customers, and adapt to changing journey times.
TfL estimates that 20mph is above the average speed of most timetabled services and therefore it is unlikely that these speed reductions will have a significant effect. However, this will remain under review with the operators.

Harrow on the Hill tube station

Krupesh Hirani: When will the lifts at Harrow on the Hill tube station be ready for customers to use?

The Mayor: I am delightedthat the four new lifts at Harrow-on-the-Hill station are now in operation and available for customers to use, making Harrow-on-the-Hill the Tube network’s 91st step-free station.

Unintended Acceleration: Injuries and Deaths, May 2010 to present

Keith Prince: A spreadsheet you provided in response to question 2017/0043 showed 33 injuries resulted from 114 unintended acceleration incidents which TfL recorded as taking place between May 2010 and May 2016. Of those 33 injuries, how many were (a) fatal (b) life-changing? Will you provide me with the same data breakdown for all unintended acceleration incidents recorded by TfL taking place from June 2016 to the present?

The Mayor: Please see my response to Mayor’s Question 2022/0776.
Transport for London (TfL) has reported that, where incident investigations have concluded, 75 people were injured in incidents where Pedal Application Error was a factor between April 2010 and the present, with none recorded as fatal. Of the 35 injuries resulting from pedal confusion incidents between April 2010 and July 2016, 11 resulted in the person being taken to hospital.
Bus operators capture initial information relating to safety incidents on TfL’s reporting system.However, it is not always possible or practical to reliably determine whether injuries may have had a “life-changing” impact, for example where contact has been lost with the injured party or data protection regulations prevent further information being shared.
Bus operators do record whether the injured person is taken to hospital and TfL has provided this breakdown of the data.

Pedal Confusion: Unintended Acceleration Incidents, June 2016 to present (1)

Keith Prince: Following up on the 6 years of unintended acceleration incident data you provided in a spreadsheet in response to Question 2016/2967, please provide me with an updated spreadsheet showing the same analysis for the period from June 2016 to the present.

The Mayor: Transport for London (TfL) has provided the most up-to-date analysis of suspected Pedal Application Error (commonly referred to as pedal confusion) incidents in the attached spreadsheet. This covers the period April 2010 to the present.
This does not include those incidents where the investigation has yet to be concluded. The analysis has been rerun to specifically identify Pedal Application Error events. This refers to situations where the driver presses the accelerator when they think they are pressing the brake pedal, which leads to an unintended acceleration.
Applying this definition across all years, 84 suspected Pedal Application Error events have been identified between April 2010 and July 2016 (the date range covered by the previous analysis) and a total of 244 suspected pedal confusion incidents were identified between April 2010 and January 2022.
TfL takes all incidents that results in injury, and those that have the potential to cause harm, with the upmost seriousness and continues to work to its aim of Vision Zero for everyone using its services. TfL continues to invest in its Bus Safety Programme, an example of which is an increased presence of pedal camera technology and telematics, which, where fitted have assisted in the more reliable identification of these incidents in recent years.

The Mayor: 0775 Pedal Confusion- Unintended Acceleration Incidents June 2016 to present (1)attachment.xlsx

Officer phone seizures

Unmesh Desai: How many officers have had their phones seized as a result of internal investigations and on how many of the devices seized was inappropriate material discovered?

The Mayor: Accessing mobile phones during a misconduct investigation is considered on a case-by-case basis, but where the internal investigation is related to non-criminal misconduct this can only be done with the officer's consent. This is because under the Police and Criminal Evidence Act (PACE) 1984 the power to seize a phone or other digital device is provided only in respect of criminal investigations. The Metropolitan Police Service (MPS) does not record data in relation to the number of phones or any other exhibits seized or the type of evidence contained within.

E-scooters on the GLA Estate

Hina Bokhari: Parliament has recently banned e-scooters on the Parliamentary estate. Will you consider a similar ban on e-scooters on the GLA estate given the fire risk they pose?

The Mayor: Private e-scooters and e-unicycles have been banned on Transport for London services since 13 December 2021. These are banned under TfL’s Conditions of Carriage and, as such, extends to any premises or services that form part of TfL’s public transport network.
On 10 January 2022, London Fire Brigade (LFB) introduced a policy that e-scooters and e-unicycles should not be stored within any Brigade buildings, which reflects the similar ban in TfL premises.
E-scooters and e-unicycles are prohibited from being brought into City Hall and are also prohibited from being brought into GLA space at Union Street.

CCTV camera repositioning

Unmesh Desai: How many requests have been received by the MPS or BTP to re-position CCTV cameras across the TfL network in each of the last 4 years? Please advise how many of these requests have been rejected, accepted, and accepted and completed.

The Mayor: Neither the Metropolitan Police Service (MPS) nor British Transport Police (BTP) hold this information. Requests for CCTV re-positioning are not centrally recorded. Transport for London (TfL) would consider any police request on a case by case basis, if operationally possible.
CCTV at London Underground stations provides good coverage of all public areas and is used extensively by the MPS and BTP, which frequently request footage for crime-related incidents. A good level of coverage also enables TfL to manage health and safety issues such as congestion on platforms, and it continually reviews the position of its CCTV cameras on the London Underground network.
All of TfL’s CCTV cameras align with the Surveillance Camera Commissioner’s Code of Practice and Home Office guidance.
Any CCTV on services operated on behalf of TfL by individual bus companies, or concession holders such as Docklands Light Railway or London Overground, are the responsibility of the company that runs that particular service.

Services from Forest Hill Station (1)

Len Duvall: How have the withdrawal of services from Forest Hill Station to London Bridge and London Victoria impacted on TfL Overground Services out of the station?

The Mayor: The latest available data on crowding on London Overground trains on this route (from the week commencing 7th February) shows that the maximum train loading during peak periods is 190 customers seated with 130 standing. This is 70 per cent of the volume seen before the pandemic and is therefore currently manageable.
Nevertheless, the ongoing withdrawal of Southern services is clearly undesirable and will lead to increased train crowding at Forest Hill and at other key interchanges such as Canada Water. As set out in my response to Mayor’s Question 2022/0731, regular and reliable services on south London’s commuter lines is vital for London’s recovery from the pandemic.

Met whistleblowing hotline

Unmesh Desai: How many calls to the Met’s internal whistleblowing hotline were made in each of the years between 2013-14 and 2017-18? Please advise how many of these calls led to misconduct investigations and what the calls related to. Please also provide the same information, regarding Met Officers, in relation to the crime stoppers national whistleblowing hotline.

The Mayor: The number of calls to the various hotlines are shown in the table below.
Right Line
Right Line Online
Integrity Line Online
Integrity Line
2013
No data
No data
No data
No data
2014
61
349
No data
No data
2015
66
266
57
99
2016
56
310
127
156
2017
9
304
88
66
2018
22
264
75
50
*Missing data
Note that Right Line and Right Line Online are internal reporting mechanisms for officers and staff.
The Integrity Line and Integrity Line Online are managed by Crimestoppers and, whilst intended to be used by members of a police force, are accessible to the public as well.
This data is recorded on Directorate of Professional Standards (DPS) intelligence systems and is formatted in such a way to ensure its security. The MPS have advised that due to this added layer of security and the volume of data involved it is not feasible to provide the information requested in relation to the outcomes and subject matter of these reports.

Fraud (3)

Neil Garratt: Do you think there is a case for the coordination of fraud investigations to be moved from the City of London Police to the National Crime Agency?

The Mayor: Since the start of 2021 to Feb 2022, the National Intelligence Bureau reported losses totalling £1.8bn as a result of fraud and cybercrime in the UK. As the Mayor of London, I am focussed on ensuring the MPS and all relevant law enforcement partners are working collaboratively to deliver for Londoners and provide support to businesses to combat fraud and cybercrime.
Tackling fraud requires a multi-agency approach. The National Crime Agency works collaboratively with key partners including the City of London Police (lead police force for fraud and cybercrime), the MPS, the Serious Fraud Office, the Financial Conduct Authority and the National Cyber Security Centre, to pursue serious and organised fraudsters and to make individuals and businesses more resilient to fraud and other economic crimes.
Due to its nature and impact, fraud and cybercrime must be challenged nationally – and internationally – if we are to be successful in combatting this increasing threat. The Government’s National Cyber Security Strategy 2022 provides some strategic focus for this work, but greater focus, action and investment is required from Government to tackle the scale and impact of these crimes.

Frequency of Pedal Confusion Incidents: Monthly Time Series Data 2000-2021

Keith Prince: Based on your responses to questions 2016/2967 and 2017/0043, TfL averaged a reported unintended acceleration incident resulting in a collision more than once per month for the period May 2010-May 2016, of which about half resulted in injury. Can you provide me monthly time series data showing the number of pedal confusion incidents recorded per month by TfL for the period 2000-2021?

The Mayor: Please see my response to Mayor’s Question 2022/0775.
Transport for London (TfL) has provided time series data showing the number of suspected Pedal Application Error events, where incident investigations have concluded, from April 2010 to the present. Data prior to April 2010 is unavailable.
The increased presence of pedal camera technology across the bus fleet in recent years is enabling more reliable identification of incidents where pedal confusion was a factor. TfL continues to work with bus operators and vehicle manufacturers to develop improvements it hopes will reduce the number and consequence of these incidents.

The Mayor: 0778 Frequency of Pedal Confusion Incidents-Monthly Time Series Data 2000-2021attachment.xlsx

Frequency of Pedal Confusion Incidents: UK Comparison

Keith Prince: Based on your responses to questions 2016/2967 and 2017/0043, TfL averaged a reported unintended acceleration incident resulting in a collision more than once per month for the period May 2010 – May 2016, of which about half resulted in injury. Has TfL ever compared the frequency of pedal confusion incidents involving TfL buses to the frequency of other UK cities’ public bus services? If so, can you provide me with this information? If not, will you ask TfL to conduct such an exercise?

The Mayor: The frequency of pedal confusion incidents isn’t something which has been formally benchmarked. Transport for London (TfL) is looking into this as part of its work to eliminate pedal confusion. TfL is engaging with vehicle manufacturers and London bus operators about pedal confusion and exploring opportunities to share learning from those who run bus services in other parts of the UK (as well as internationally).
The data on pedal confusion incidents in London has improved since pedal cameras were introduced, providing certainty on whether a pedal confusion incident has occurred. Since pedal cameras are not often fitted to equivalent vehicles operating outside London, there isn’t a consistent picture in all cases of the causes of incidents to make reliable comparisons.

Advertising of HIV testing services through TfL

Onkar Sahota: At a recent Plenary meeting, you said that you would discuss with TfL officers the possibility of using advertising on the TfL estate to raise public awareness around HIV testing services and access to PrEP. Can you provide me with an update on your progress?

The Mayor: As I said in my response to MQ 2021/3688, I was pleased to see that local authorities who commission “Do It London” have previously used the Transport for London (TfL) network to share their important message about HIV prevention and testing. My officers have considered this request for advertising space for HIV prevention and testing on the TfL network. However, unfortunately I am not in a position to offer further advertising space for free at this time as the Greater London Authority only has very limited allocated space on the TfL network and all our campaigns are already scheduled this year. I understand that TfL’s own allocation is also already taken up with other important transport campaigns in support of London’s recovery from the pandemic.
I will continue to promote this vital issue across other channels and platforms, including on my social media and in press comments. This not only includes promoting HIV testing, but important information about PrEP and U=U. My officers are in contact with the Terrence Higgins Trust to coordinate these activities. It is vital that we continue to work together across the city to share information that will help tackle the stigma that still sadly impacts those in our community living with HIV.

Cycleways in London

Hina Bokhari: A constituent has asked me to raise the following: “I've heard from riders of cargo bike operators that they often avoid cycle superhighways because they can be full of glass which local authorities sometimes take weeks to remove. Given the huge increase in cargo bike numbers and in cycling generally, local authorities need to focus more of their efforts to ensure their roads and cycle lanes are clear of glass and other hazards to those on two wheels.” What actions are you taking to maintain the condition of our segregated and non-segregated cycleways in London and keep cyclists safe?

The Mayor: The London boroughs hold the legal responsibility for litter and debris across the Transport for London (TfL) red routes and segregated cycleways. TfL does not have dedicated highway cleaning teams like the London boroughs, but does at times provide a reactive response if there are immediate safety concerns such as smashed glass.
Problems on the road network, including glass and other hazards, can be reported via TfL’s Street Care service, available at streetcare.tfl.gov.uk. This allows people to use an online map and a short, simple form to let TfL know about problems. TfL will then investigate problems reported through the service. As well as showing whether the problem has already been reported to TfL, the map allows everyone to see what action has been taken to fix the issue.

Pedal Confusion: 17 Solutions proposed in 2011 Research

Keith Prince: Your response to question 2021/4905 did not answer my question. TfL’s 18 February 2011 Research “Identifying Solutions to Pedal Confusion in Buses” identified 17 solutions to pedal confusion. How many of these 17 solutions were implemented by TfL and when?

The Mayor: The 2011 Research ‘Identifying Solutions to Pedal Confusion in Buses’ assessed 17 possible solutions for further investigation to help address pedal confusion (see link - https://content.tfl.gov.uk/solutions-to-pedal-confusion.pdf). The assessment found that 9 of the 17 solutions were ‘not suitable for further investigation’ and therefore not progressed. These are highlighted in red in tables 1 and 4 in the report.
Four solutions identified in the report were found to be ‘suitable for further investigation in conjunction with other design elements’ (highlighted in orange in tables 1 and 4 of the report). These were changing the size of pedals, increasing the distance between pedals, using different pedal types for brake and accelerator and providing integrated tactile indication of accelerator operation. Four solutions were identified as suitable for further investigation (highlighted in green in tables 1 and 4 of the report). These were standardisation of bus pedal layouts, engine cut-off when the driver’s door is opened, improvement of seat adjustments controls and providing training on pedal error.
The solutions identified for further investigation in the 2011 research have been developed through the work on the Bus Safety Standard (BSS). Relevant measures implemented through the BSS include pedal indicator lights which have been required for new buses since 2019, and 2021 requirements which include runaway bus prevention and brake toggling. TfL is currently working on the requirements for potential pedal standardisation and improvements to data collection to improve the evidence base on pedal confusion.

CW9 (1)

Tony Devenish: Do you and TfL recognise that there continues to be significant opposition to CW9?

The Mayor: Transformational change which brings about a shift in people’s travel choices will always generate strong opinions. Transport for London (TfL) is aware of both the strong support and localised opposition to the construction of Cycleway 9 (C9). I remain committed to providing a high-quality cycle network in London as part of the solution to tackle the climate crisis. Safe and convenient facilities for cycling and walking are essential to reduce Londoners’ reliance on private cars.
The number of people cycling on the C9 route demonstrates the need for safe cycling facilities, with over 2,800 people recorded on one day cycling through Hammersmith Gyratory even before construction of the new cycle facilities started.
The London Boroughs of Hammersmith and Fulham, and Hounslow will be working closely with TfL to undertake a six-month consultation period as part of the monitoring of these experimental schemes. They want to fully understand the range of benefits and impacts to providing safe cycling and walking solutions through hostile and intimidating junctions, such as Hammersmith Gyratory.

Pedal Confusion: Designing-out Electric Bus Danger

Keith Prince: What design features does TfL require on electric buses that can ensure the bus driver is (a) audibly and visually aware of the how fast the bus accelerating (b) not accelerating too quickly (c) capable of controlling the bus safely to a stop if the accelerator has been fully engaged (d) not provided with more power or acceleration than is required to operate safely on busy London streets? Do you accept that—without these safety features designed into the bus at the present time, that they are neither complying with TfL’s much-touted Bus Safety Standard nor your Vision Zero Policy?

The Mayor: All electric vehicles require the driver to be aware of the differences in performance compared to a combustion engine, and training is given to all bus drivers before electric buses are introduced on a route.
To ensure the bus driver is visually aware of speed, all buses are fitted with a speedometer. Pedal Acoustic Feedback is one of the measures in the Bus Safety Standard (BSS), which audibly alerts the driver to the accelerator being pressed. The requirement for this to be on new buses in 2021 was paused by Transport for London (TfL) while it addressed issues around sound ingress into the drivers' cab from Acoustic Vehicle Alerting Systems – used to ensure people outside buses can hear quiet running buses (such as electrical, hybrid or hydrogen buses). This issue has now been resolved and TfL is actively working with bus operators and suppliers to develop and trial solutions.
To limit the rate of acceleration, by design, the modern electric buses have a maximum acceleration curve of 1.2m/s2which limits how fast the vehicle can speed up.This provides the driver with adequate driving acceleration while not subjecting passengers to excessive force.
Vulnerable road user Advanced Emergency Braking (AEB) is a requirement under the BSS from 2024 to help a driver avoid or mitigate the severity of collisions by automatically braking if the driver does not react or the time to collision is too short. AEB implemented with AEB Logic, which is also in the 2024 BSS, provides the potential to mitigate pedal confusion incidents by automatically braking to slow the bus in instances of pedal confusion.Without AEB, TfL does not believe features capable of controlling the bus to a safe stop where the accelerator is fully engaged would comply with current legislation.
Intelligent Speed Assistance (ISA) technology, which ensures compliance with speed limits, has been required since 2019 as part of the BSS. In addition, a project to retrofit ISA to existing buses is underway. Completing the full retrofit programme is subject to funding.

Met cultural issues

Nicholas Rogers: Please share the plan to deal with cultural issues in the Met Police that Commissioner Dick provided to you and that you ultimately rejected and what parts of it were unacceptable to you? Please share your plan for dealing with these issues.

The Mayor: I asked the Commissioner to come up with an effective plan to address both serious cultural issues at the MPS and rebuild Londoners’ trust and confidence in the force. I was not satisfied with the response. The MPS has published the plan on its website.

Facility Time

Susan Hall: How much facility time has there been across the GLA Group since May 2016? Please give a breakdown by organisation, cost and cost as a percentage of the wage bill?

The Mayor: To meet the requirements of the Local Government Transparency Code, the facility time information is collected retrospectively and by financial year. Therefore, information is available from April to March and from 2016 to 2021
GLA
Year
Cost
% of wage bill
1 April 2016 to 31 March 2017
£18,019
0.04
1 April 2017 to 31 March 2018
£38,882
0.08
1 April 2018 to 31 March 2019
£39,278
0.08
1 April 2019 to 31 March 2020
£43,962
0.08
1 April 2020 to 31 March 2021
£47,763
0.08
LFB
Year
Cost
% of wage bill
1 April 2016 to 31 March 2017
*
1 April 2017 to 31 March 2018
£425,650
0.16
1 April 2018 to 31 March 2019
£459,245
0.16
1 April 2019 to 31 March 2020
£487,000
0.14
1 April 2020 to 31 March 2021
£339,012
0.09
* This data is not immediately available.
LLDC
LLDC do not have their own union branch. Any Unison members fall under the GLA’s Unison branch.
MOPAC
MOPAC facility time is as set out in their trade union Partnership Agreement
This equates to 96 hours per year costing £16,166 p.a. which is 0.1 % of MOPAC’s pay bill.
Year
Cost
% of wage bill
1 April 2016 to 31 March 2017
£16,166
0.1
1 April 2017 to 31 March 2018
£16,166
0.1
1 April 2018 to 31 March 2019
£16,166
0.1
1 April 2019 to 31 March 2020
£16,166
0.1
1 April 2020 to 31 March 2021
£16,166
0.1
MPS
There is no data available for the period prior to 1 April 2018. Please also note that this data relates only to the c.11,000 police staff and their trade union representatives (police officers do not have trade union representatives).
The staff budget used to calculate the percentage of the wage bill also relates to police staff only.
Year
Cost
% of wage bill
1 April 2016 to 31 March 2017
NA
NA
1 April 2017 to 31 March 2018
NA
NA
1 April 2018 to 31 March 2019
£583,000
0.11
1 April 2019 to 31 March 2020
£586,000
0.10
1 April 2020 to 31 March 2021
£571,000
0.11
OPDC
OPDC do not have a facility time agreement
TfL
Year
Cost
% of wage bill
1 April 2016 to 31 March 2017
£5.0m
0.35
1 April 2017 to 31 March 2018
£10.8m
0.5
1 April 2018 to 31 March 2019
£7.9m
0.4
1 April 2019 to 31 March 2020
£8.7m
0.4
1 April 2020 to 31 March 2021
£6.4m
0.3

Rape Trial Delays (1)

Joanne McCartney: What is the average time for a report of rape to the Metropolitan Police to trial date (for those offences that reach trial)? If possible, please give figures for the last 5 calendar years.

The Mayor: The Metropolitan Police Service data systems do not permit retrieval of this information. You may wish to direct questions about rape case withdrawal decisions to the CPS.

Speed Limit Reductions (2)

Neil Garratt: If TfL lowering speed limits does involve liaising with bus operators, what was the result in the case of this 13.77km of lower speed limits?

The Mayor: Transport for London (TfL) is in constant discussions with the bus operators on matters such as timetables to ensure they are safe and reliable and meet the needs of TfL and its customers. As this particular change is still very recent, it is too early to say what impact this will have. However, as I explain in my answer to Mayor’s Question 2022/0819, TfL estimates that 20mph is above the average speed of most timetabled services and therefore considers it unlikely that these speed reductions will have a significant impact.

Speed Limit Reductions (3)

Neil Garratt: Do you recognise the safety importance of reviewing bus timetables following speed limit reductions, given the potential for a lower speed limit to place an unreasonable time pressure on bus drivers to achieve a timetable that is no longer possible?

The Mayor: There are a variety of reasons why it is necessary to adjust bus timetables, and revised speed limits is just one. As detailed in my answers to Mayor’s Questions 2022/0819 and 2022/0820, Transport for London (TfL) is in constant discussions with the bus operators on matters such as timetables to ensure they are safe, reliable, and meet the needs of TfL and its customers.

Pedal Confusion: Danger of Electric Buses

Keith Prince: TfL’s 2 December 2021 discussion about the death of Melissa Burr in August 2021, after being struck by an electric bus operated by Go Ahead, suggests that TfL thinks that this incident might have resulted from Pedal Confusion (https://youtu.be/b58hR-kUGJ8), a theory that has also been reported by the Evening Standard (https://www.standard.co.uk/news/london/deadly-bus-crash-victoria-london-...). Since electric vehicle motors have maximum force potential when the accelerator pedal is depressed and there is no reason why the accelerator needs to located on the floor on an electric vehicle, taking into account TfL’s Bus Safety Standard and your much-touted Vision Zero Policy, why didn’t TfL totally eliminate the risk of Pedal Confusion on electric buses by making the accelerator hand-controlled, as it is on trams and other electric transport vehicles?

The Mayor: Every death on the road network is a tragedy, and my thoughts are with the family and friends of Melissa Burr.The circumstances of the incident in which she lost her life remain under investigation, so it would not be appropriate for me to comment on that incident specifically at this time, but I will answer your question in relation to electric buses generally.
All vehicles classed as cars and buses have standardised controls. Allowing the hands to focus on steering, and the foot to control braking and acceleration, remains the preferred approach of the Vehicle Certification Agency. The only categories of non-railed vehicles where a hand-controlled accelerator is used include motorbikes and non-road machinery, such as diggers, and quadricycles, such as quad bikes.
The London bus fleet is made up of around 9,500 vehicles of varying makes and models, and while these each have their differences, there largely remains commonality across the controls for braking, accelerating and steering, which helps bus drivers adapt to and safely operate a number of different vehicles.
Maintaining two-handed steering on a large road vehicle is also important, and hand operated controls in other locations could themselves be prone to accidental operation, particularly when performing tight manoeuvres that involve turning the steering wheel.

Pedal Confusion: iBus Foot Stud

Keith Prince: Following up on your non-response to Question 2017/0045, TfL’s 2018 Bus Safety Standard published in 2018 states, “The design of bus pedals is controlled by regulation”. Was TfL involved in the design decision to place the iBus activator on the floor? Can you provide me with the relevant regulatory decision that allowed the iBus activator to be a foot stud?

The Mayor: There are no regulations that govern the iBus radio footswitch. The location of the iBus radio footswitch was developed from Transport for London’s (TfL’s) experience on the Band 3 radio footswitch, which was used prior to the introduction of iBus. TfL believes this is the safest layout.
A radio footswitch is used in order to deter bus drivers from trying to operate the radio unless stationary and it is located away from the operating pedals. Bus drivers are only permitted to use the iBus radio when the vehicle is stationary, and this is covered as part of their training and in the Big Red Book (which sets out the network-wide expectations of bus drivers).

Pedal Confusion: Collisions after iBus Controller Communication

Keith Prince: For the period May 2010 to present, are you aware of any pedal confusion collision incidents that resulted from a bus driver responding to an iBus Controller by activating the foot stud while the bus was in motion?

The Mayor: There are no incidents where the investigation has been concluded where this has been confirmed to have happened, but Transport for London considers whether this may have been a factor in all its investigations.
As noted in my response to question 2017/0044, the foot stud is the method by which drivers open the radio microphone to talk to service and emergency controllers and is normally mounted away from the operating pedals. Bus drivers are only permitted to use the radio when the vehicle is stationary, and this is also covered as part of their training. A foot switch is used in order to deter bus drivers from trying to operate the radio unless stationary.

Action on Domestic Abuse (1)

Krupesh Hirani: What steps have you undertaken to ensure victims of domestic abuse have consistent access to specialist support in health settings across London, in line with SafeLives' recommendations in their Whole Health London report ('We Only Do Bones Here')?

The Mayor: SafeLives briefed MOPAC during and on completion of the Report. MOPAC will consider the findings in commissioning planning.
MOPAC has commissioned the London Victim and Witness Service (LVWS) since 2019. LVWS support victims and witnesses of crime including domestic abuse (DA), employing 54.5 Independent Domestic Violence Advocates (IDVAs) who provide support from a range of locations, including hospitals.
Since 2015, MOPAC has commissioned Solace Women’s Aid to provide Youth IDVAs in London’s four Major Trauma Centres. The service engages with young people aged 11-25 who present at A&E and may be at risk of child exploitation and DA.
The Violence Reduction Unit has funded the IRIS Programme since 2020. IRIS is provided by IRISi, a specialist DA training, support and referral programme for GPs that boosts their skills in identifying and supporting victims of DA. Currently in 7 boroughs, there will be a further rollout in 2022.

Southern Railway Cancellations at Victoria Station

Caroline Pidgeon: In light of the cancellations of Southern railway services in and out of Victoria station until 10 January 2022, and ongoing problems across the GTR run network, what representations have you made to GTR and the Secretary of State for Transport to mitigate disruption to commuters?

The Mayor: My Deputy Mayor for Transport has recently written to the Department of Transport and Southern railway, part of GTR, to underscore the need for regular and reliable services on South London’s commuter lines.
With regard to the Victoria disruptions specifically, TfL maintained continual engagement with train operators and active monitoring of services to ensure TfL services remained resilient for customers. TfL also took immediate actions to mitigate customer impacts, including by providing ticket acceptance for Southern customers between London Bridge and Victoria, ensuring front line colleagues were appropriately dispatched to key locations and well-briefed to best support customers seeking information.

Frequency of Pedal Confusion Incidents: World City Peers

Keith Prince: Based on your responses to questions 2016/2967 and 2017/0043, TfL averaged a reported unintended acceleration incident resulting in a collision more than once per month for the period May 2010-May 2016, of which about half resulted in injury. Has TfL ever benchmarked the frequency of safety incidents resulting from pedal confusion incidents involving buses contracted by TfL with its 'World City' peers? If so, can you provide me with this data. If not, will you commission Imperial College’s International Bus Benchmarking Group to conduct such an exercise?

The Mayor: The frequency of pedal confusion incidents across other cities worldwide isn’t something which has been formally benchmarked to date. However, Transport for London (TfL) is looking to learn from the experience of other world cities to further understand pedal confusion and the effectiveness of mitigations.
The data on pedal confusion incidents in London has improved since pedal cameras were introduced, by providing certainty on whether a pedal confusion incident has occurred. One of the challenges faced is that pedal cameras are not often fitted outside London and therefore investigations may not reliably establish the causes of incidents to enable consistent comparisons.

Silvertown Particulate Matter Monitoring Stations

Hina Bokhari: How many particulate matter (PM) monitoring stations are installed on access roads to the Silvertown tunnel, both (a) north and (b) south of the river, and will you commit to reconsidering the decision to install only one additional PM monitoring station near the site?

The Mayor: Transport for London (TfL) has demonstrated that the Silvertown Tunnel will not have a material impact on Particulate Matter (PM) levels. Despite this TfL has, as you state, installed one continuous monitoring station in the London Borough of Newham that monitors PM2.5, to support wider efforts to better understand the city’s air quality. This complements existing third party monitoring stations in the area recording PM2.5 levels, including in the Royal Borough of Greenwich at John Harrison Way. Data from these monitors can be viewed online via http://www.londonair.org.uk/LondonAir/Default.aspx
As part of the Silvertown Tunnel scheme, TfL has committed to a comprehensive monitoring programme, which is proportionate for the scheme and will ensure the air quality impacts are fully understood. A total of 38 air quality monitoring locations are installed north and south of the river, primarily monitoring NO2. Any additional PM monitoring would add limited value to the scheme-specific monitoring work and would come at additional cost to the public purse. I do not, therefore, believe that decision needs to be reconsidered.
I fully appreciate the need to better understand PM levels across our city. Particulate Matter is transboundary in nature and needs to be understood across the city as a whole, not just as part of a single scheme such as the Silvertown Tunnel. I have committed £22m through the Mayor’s Air Quality Fund over a ten-year period to support projects by London boroughs to improve air quality. In February 2020, I committed funding for an additional four years for the development of the Breathe London air quality network. The Breathe London project covers the roll-out of over 100 sensors at schools, hospitals and co-location sites across London. Further information can be found on the Breathe London website here: https://www.breathelondon.org/

Police and Crime Plan goals and metrics for improved standards

Caroline Russell: The primary goals set out in section 6.1 of your draft Police and Crime Plan 2021-25 include increasing the proportion of Londoners who believe: a) “that the MPS is an organisation they can trust,” and b) “that the police treat everyone fairly,” and both these measures are set to be monitored via public attitude surveys.
No top-level goals or metrics are set out for improving the actual behaviour or conduct of police officers. Do you agree that the final version of your new Police and Crime Plan needs its top-level goals and metrics to be for actual improvements in police standards, instead of in public perceptions?

The Mayor: We absolutely want police standards to improve, and we have reflected very carefully about all of the oversight mechanisms, outcomes and measurements we will use to monitor this. We believe the measures we set out in the Police and Crime Plan are the correct ones. Ultimately, the outcome we all want is for the public’s trust and confidence in the Met to improve – because that trust and confidence is essential to our system of policing by consent.
Many things feed into that outcome, and we need to get them all right if we are to make progress. Improvements in police standards are a key contributor to that – police officers need to conduct themselves professionally and to the highest ethical standards. As part of delivering the new Police and Crime Plan we will strengthen our oversight of police conduct, including through our engagement with the IOPC and through our work with communities to involve them in oversight.
But there are other things that contribute to trust confidence that are equally important and that we must not lose sight of – particularly providing an effective, responsive local policing service to our communities and tackling the crime and antisocial behaviour issues that matter to residents.
We will continue to be transparent with Londoners on our work in this space – and the results of it.

Safety Advice on the Storage and Charging of E-scooters

Hina Bokhari: With at least three residential fires caused by e-scooters in London in just the first six weeks of 2022 – what steps are being taken to work with boroughs, housing associations and other housing providers to ensure there is proper safety advice about storage and charging of e-scooters in residential buildings across London?

The Mayor: Officers from London Fire Brigade (LFB) are working with London Councils’ Fire Safety Group regarding the risks of e-bikes and e-scooters stored and charged in residential buildings. LFB has issued safety advice over the safe use of lithium-ion batteries following incidents and there is also new advice about reducing these risks on the Brigade’s website : www.london-fire.gov.uk/safety/the-home/e-scooters-and-e-bikes. Further information about safe charging of lithium-ion devices is now included in the Brigade’s Home Fire Safety material and in the online Home Fire Safety Checker. LFB is also working with the National Fire Chiefs Council (NFCC) to create a national draft position statement in relation to lithium-ion batteries, with further activity likely to be determined as a result.

Borough funded police

Tony Devenish: For each financial year, 2018/19, 2019/20, 2020/21, 2021/22 and if available 2022/23 how many police officers have been funded by the London Borough and Hammersmith and Fulham?

The Mayor: The table below shows the number of officers funded by the London Borough of Hammersmith and Fulham.
Note that contracts varied within the financial year, therefore the specific period covered has been set out.
In 2019/20 Q2 and Q3 the number of officers was tapered during the contract and this is represented by two figures.
Year / Quarter
Period covered
No. of Officers
2018/19
01/04/18 - 31/03/19
48
2019/20 Q1
01/04/19 - 30/06/19
48
2019/20 Q2
01/07/19 - 30/09/19
36.9 - 33.9
2019/20 Q3
01/10/19 - 30/11/19
31.9 - 28.9
01/12/19 - 15/11/20
0
2020/21
16/11/20 - 15/11/23
6
2021/22
6
2022/23
6

Section 136 of the Mental Health Act

Nicholas Rogers: In relation to the answer given to MQ 2021/4923, if the Met and MOPAC do not keep track of numbers of people detained under section 136 of the Mental Health Act, how can they track the impact of mental health issues on their officers’ workloads?

The Mayor: The MPS maintains a mental health dashboard that tracks the impact on demand and workload of dealing with people suffering from mental ill health. This dashboard includes detailed data on detentions under section 136 of the Mental Health Act (s136), including the total number, repeat presentations and locations. This data is shared with the Home Office on an annual basis.
In addition, the MPS is engaged with the Healthy London Partnership, which commissions a quarterly pan London S.136 report. These reports inform the work being undertaken with the NHS to drive reduction and improve key areas of performance.
Table 1 provides the total number of section 136 detentions for each year from 2015 to 2021. Table 2 provides the section 136 data for each BCU area since 2019 (the data is no longer compiled by borough)
Table 1
Month
2015
2016
2017
2018
2019
2020
2021
January
221
325
318
328
364
393
438
February
212
323
267
311
361
427
445
March
234
344
372
368
366
412
474
April
225
354
339
333
379
421
496
May
254
370
384
354
372
446
512
June
306
326
398
425
386
486
598
July
337
356
358
431
458
548
540
August
273
318
362
378
459
502
519
September
311
356
344
345
431
459
543
October
350
317
391
393
400
484
531
November
325
284
378
373
368
415
463
December
303
289
345
378
403
423
453
Total
3351
3962
4256
4417
4747
5416
6012
Table 2
BCU /YEAR
2019
2020
2021
Central and Specialist Units
3
0
0
Central East
(Hackney, Tower Hamlets)
315
335
474
Central North
(Camden, Islington)
363
425
388
Central South
(Lambeth, Southwark)
347
365
344
Central West
(Hammersmith & Fulham, Kensington & Chelsea, Westminster)
366
426
480
East Area
(Barking, Havering, Redbridge)
322
439
432
Heathrow
0
0
0
North Area
(Enfield, Haringey)
491
590
493
North East
(Newham, Waltham Forest)
330
387
433
North West
(Barnet, Brent, Harrow)
414
394
533
South Area
(Bromley, Croydon, Sutton)
329
393
421
South East
(Bexley, Greenwich, Lewisham)
388
497
511
South West
(Kingston, Merton, Richmond, Wandsworth)
495
402
458
West Area
(Ealing, Hillingdon, Hounslow)
584
736
1045
MPS Totals
4747
5389
6012

Rape Trial Delays (2)

Joanne McCartney: How many rape cases that meet the threshold for prosecution within the Metropolitan Police area have been withdrawn before trial over the last 5 years, and what are the reasons for this?

The Mayor: The Metropolitan Police Service data systems do not permit retrieval of this information. You may wish to direct questions about rape case withdrawal decisions to the CPS.

Strike Reform (2)

Tony Devenish: Given your February 2016 promise of “zero strikes” for Londoners, what are you doing to stop the RMT continuing to strike every week until June?

The Mayor: I firmly believe that the best way to resolve issues and avoid disputes is through a commitment to constructive and open dialogue. I have asked that the RMT union and Transport for London (TfL) continue to work to resolve the issues using the well-established union consultation and collective bargaining arrangements that are in place. This is the right approach and best serves trade union members, TfL and the people of London, who depend on the critical services TfL provides.
I also know that TfL is absolutely committed to working with the RMT to find solutions and to reintroduce the rest of the Night Tube service as soon as possible. During the strikes, TfL has run a full Victoria line service and regular Central lines service through central London on the two night Tube lines currently in operation.

Forensic Collision Investigators

Caroline Russell: How many Metropolitan Police Service (MPS) Forensic Collision Investigators are currently assigned to the Serious Collision Investigation unit? How many vacant posts are there?

The Mayor: The Forensic Collision Investigators (FCI’s) are forensic technical experts who undertake the scene examination at fatal and serious collisions. The FCIs work independently of the Serious Collision Investigation Unit (SCIU).
The MPS currently have 36 Forensic Collision Investigators (FCIs) and 10 vacancies.

Southwestern Rail

Leonie Cooper: Has there been any further contact from your office with Southwestern rail about the cuts to services?

The Mayor: We know that residents in south London depend more on National Rail stations than elsewhere in London.
My Deputy Mayor for Transport, Seb Dance, recently wrote to South Western Railway and the Department for Transport to stress the importance of regular, reliable rail services in south London to help drive the capital’s sustainable recovery from the pandemic.

CW9 (2)

Tony Devenish: Do you and TfL recognise that the introduction of CW9 has caused increased congestion on King Street, Hammersmith Road, Hammersmith Gyratory, and Fulham Palace Road?

The Mayor: Cycleway 9 (C9) on Hammersmith gyratory is currently under construction and it is to be expected that the temporary traffic management required to facilitate the safe delivery of these works will result in some delays to motorised traffic at certain times of the day. There have also been essential utility connection roadworks for the Hammersmith Town Hall development on King Street which has contributed to the delays at certain times.
Once complete, the route will unlock safer cycling and walking for local people across west London and will play a significant role in encouraging more active and sustainable journeys and less reliance on private vehicles. In turn, C9 will make a positive contribution to reducing pollution andimprovingpeople's health.

Works at Holborn Gyratory

Caroline Pidgeon: What specific actions have been taken by (a) TfL and (b) Camden Council in relation to making Holborn Gyratory safe for cyclists during the month of January?

The Mayor: Works to implement cycling safety improvements at the Southampton Row/Theobalds Road junction have continued to progress well.
During January 2022, the work outlined in my previous answer to Mayor’s Question 2022/0280 to develop detailed designs and temporary traffic management plans was completed. Construction began on site and included the removal of traffic signals (to be replaced), excavation works and the start of works on a pavement build-out for a relocated bus stop.
Transport for London (TfL) and Camden Council have worked together to implement temporary traffic signals, in a manner which minimises disruption and maintains safety during the construction period.
Following yet another tragic death at the Holborn Gyratory on Tuesday 2nd March, TfL are working hard with Camden Council to try and restart the wider project to make all parts of the gyratory safer, but the ongoing short term funding deals from the Government make planning and delivering complex schemes such as this extremely difficult.